Few automotive shapes are as instantly recognizable as that of the Porsche 911. Years
of development have affected almost every panel, but the whole is as familiar as can
be.
Efficiency is the key. The 911's smoothly contoured body panels barely cover the
wheels, passengers and hardware underneath. Every air intake, opening and seam has a
purpose; nothing is there for the sake of style alone. Slower cars may sport rear
wings to make them appear racy, but the 911's wings (fixed on the Turbo, electrically
extended at speed on other versions) are there to enhance stability at the elevated
speeds attainable on a German Autobahn. They also house an oil cooler.
Even with a common basic structure, differences between the various 911s are easy to
spot. Wheels are one example; though all have innovative pressure-cast light-alloy
rims, each model gets its own style. Rear wings, as mentioned, are another. So are
front bumpers, which sport a variety of air inlets to deal with different cooling
needs. And the Cabriolet, with its lined canvas top (power-operated, of course) and
sliding-top Targa stand out by virtue of their rooflines.
Finish quality has long been a Porsche strength. Panels fit with exquisite precision
and the paintwork is flawless. These cars are built to endure hard use and to continue looking good while doing so.
If the 911 exterior has maintained its identity through many alterations, the interior
seems hardly changed from the original. Yes, there are dual airbags now, and much
improved air conditioning and sound systems, but aside from cosmetic updates the
instruments, control layout and driving position are pure 1965. The designers pretty
much got it right the first time.
You sit low in a 911, with an upright steering wheel and pedals that pivot down from
the floor ahead. The pedals are slightly offset to the right, but that's a momentary
distraction. Big, round dials communicate necessary information; beyond vehicle and
engine speed and fuel level, all are concerned with the state (pressure, temperature
and level) of the engine oil. Oil is the lifeblood of the air-cooled 911 powerplant,
and the gauges are a necessary emphasis.
Some details are distracting. The ignition key is on the steering wheel's left, the
heat and air conditioning controls are hidden by the lower right portion of the wheel
rim, and stowage space is minimal. Window and central-locking switches are throwbacks
to an earlier age when they were considered less important. But these are things that
just don't seem to matter once you're buckled in and rolling, none of those details
seem to matter; you simply adapat.
Though billed as a "2+2" (indicating the presence of rear seats), you'll only try
sitting in the back of the cabin once. After that, you'll find the space useful for
soft bags and other small inanimate objects.
But the driver and passenger are coddled in a luxurious environment. The standard
seats are near-perfect in terms of comfort and support, while the optional "sport"
seats are even better. And the 911 is quiet except when driven hard, quiet enough to
make enjoyment of the excellent standard sound system (which can be augmented with a
remote 6-disc CD changer or upgraded to match the 10-speaker unit standard in the Turbo) a realistic proposition.
With almost every imaginable convenience feature standard, Porsche still manages to make a few extras available. A car phone is one, a pair of heated leather seats is another. An electronic display can be added to the instruments (it's standard on the Turbo) to make even more data available to the driver.
The most significant developments made to the 911-series are to be found in its
suspension and running gear. Forget the stories of tail-heavy 911s that would slide or
spin when run hard through corners; that was true of the early years, but it no longer
applies.
Today's 911 is a sure-footed handler that takes to winding roads as if wired directly
to its driver's nervous system. Operated with care, it can be hustled along at speeds
most of us would never dream of driving. But its responsiveness and the sheer
precision of steering, brakes and throttle can be enjoyed even when cruising. The
brakes, four huge discs with standard ABS, are beyond reproach. Every trip, whether to
the corner store or across the country, can be enjoyed in safety and comfort.
Yes, comfort. The ride is always firm, never harsh, and effort levels for steering,
clutch, brakes and shift lever have been reduced to make them easy for almost any
driver.
Performance ranges from exhilarating (base Carrera) to astonishing (Turbo). The Turbo
will accelerate from rest to 60 mph in less four seconds, and its passing power is
equally eye-opening. The standard Carrera takes a whole second longer to 60 mph.
Obviously, there's no shortage of power here.
What needs to be said is that all 911 powerplants are as smooth, unfussed and flexible
as can be. They may revel in being run at three-digit speeds, but they are equally
adept at handling stop-and-go traffic. And they sound wonderful.
The standard transmission for all 911s is a superb 6-speed manual. The wide selection of gear ratios allows both quick acceleration and relaxed cruising. No matter how good the optional Tiptronic automatic (with impressive computer-aided manual gear-selection capability, not available with Turbo) is--and it is very good--the manual gearbox is jewel and should be first choice.